Aircraft Electrical and Electronics Systems - Mike Tooley
Chapter Cabin systems
13
Passenger transport and business aircraft are tted
with a range of cabin electronic equipment for pas-
senger safety, convenience and entertainment. Typical
applications for this equipment include lighting, audio
and visual systems. Cabin lighting is used for the
safety and comfort of passengers; this was described
in Chapter 12. Audio systems include the passenger
address system used by the ight or cabin crew to
give out safety announcements and other ight infor-
mation. These announcements are made from hand-
held microphones and are heard over loudspeakers in
the cabin and passenger headsets. The same system
can be used to play automatic sound tracks; this is
often used for announcements in foreign languages,
or to play background music during boarding and dis-
embarkation. Audio systems are also available at the
individual seat positions.
A range of galley equipment is installed on busi-
ness and passenger aircraft. The nature of this equip-
ment depends on the size and role of the aircraft. Air
conditioning is provided in passenger aircraft for the
comfort of passenger; pressurization is required for
ying at high altitudes. Both these systems have elec-
trical and electronic interfaces and control functions.
Airstairs allow passengers, ight crew and ground
personnel to board or depart the aircraft without the
need for a mobile staircase or access to a terminal.
This chapter describes the many types of systems and
equipment used for passenger safety, convenience and
entertainment.
13.1 Passenger address system
The passenger address (PA) system is primarily a
safety system that provides passengers with voice
announcements and chime signals from the ight
or cabin crew; its secondary purpose is for the audio
entertainment system. The crew make these voice
announcements via the interphone system (see
Aircraft Communication and Navigation Systems, a
related book in the series). The PA amplier provides a
level of sidetone to the crews handset or headsets dur-
ing voice announcements. Sidetone is the technique
of feeding back a small amount of sound from the
mouthpiece and introducing this at low level back into
the earpiece of the same handset, acting as feedback
to conrm that the handset or headsets are functional.
The PA system audio outputs are transmitted
through to speakers located in the cabin, see Fig. 13.1;
typical locations include:
passenger service units (PSUs)
galleys
washrooms
cabin crew areas.
PA voice announcements are integrated with the pas-
senger entertainment system so that safety announce-
ments can be made over and above entertainment
channels.
A typical PA system is controlled by a selector
panel (Fig. 13.2) located at cabin crew stations; an
amplier makes chime sounds in response to discrete
signals from the cabin interphone system; examples
of these chimes include:
a single low chime to indicate when the no smoking
and fasten seat belt lights have been switched on
a single high/low chime for calls between cabin
crew stations
three high/low chimes when the ight crew needs
to gain the attention of the cabin crew
a single high chime when a passenger needs to
gain the attention of the cabin crew.
Test your understanding 13.1
What is the primary purpose of a cabin PA system?
PA systems are often integrated with video sys-
tems used for giving cabin safety information to
242 Aircraft electrical and electronic systems

PA speakers positions
PA system PSU speakers (left and right) in every
selector panel row of seats
(flight attendent station)

Figure 13.1 Public address (PA) system overview

Announcement
selection
controls

CONT
ON ANNCMT 1 2 3
READY
NEXT CANCL
4 5 6
RSV 1 START
7 8 9
RSV 2
0

ANNOUNCEMENT

Boarding music 1
2 3
4 PWR
Power ON/OFF
on/off volume
control OFF
VOL CH
BGM
Boarding music
channel select

Figure 13.2 Public address (PA) selector panel

Cabin systems 243

passengers. A complete cabin management system
includes:
crew announcements
recorded announcements
video system audio
boarding music
chimes.
13.2 Galley equipment
Galley equipment is a major consideration for the
design of an aircrafts electrical power system since
it can represent a high proportion of the total load
requirements. The nature of the installed equipment
depends on the size and role of aircraft, e.g. if it is
operating short or long routes, the type of cabin clas-
sication (economy, business rst class etc). In the
1930s, the Douglas Aircraft DC-3 was the rst air-
craft to have a purpose-built area galley area for the
preparation of food and beverages. Typical galley
equipment on a modern aircraft now includes:
beverage makers
ovens/cookers
refrigeration units.
Typical power requirements for galley equipment on a
typical narrow body aircraft are given in Table 13.1.
Power from the main distribution system is sup-
plied to a dedicated galley bus which also contains its
own protection circuits; galley power is the rst non-
essential load to be shed.
13.3 In-ight entertainment (IFE)
This was initially introduced onto aircraft to break the
boredom of long ight times; IFE is now part of an
airlines image and forms part of its competitive edge.
There is now a vast range of cabin electronic equip-
ment that is used for passenger safety, convenience
and entertainment.
13.3.1 Overview
The rst ever in-ight movie was shown in 1925.
These early systems were traditional projectors and
screens. This was followed in the 1960s by central-
ized television screens placed at the front of each
cabin. This concept was further developed into video
projectors suspended on the aircraft ceiling and large
screens on the bulkheads. Smaller business aircraft
are installed with video screens tted into the front
and/or rear bulkheads; larger aircraft are installed
with monitors integrated within the overhead panels
or, more usually, into the back of the seat headrest.
Satellite-based communication is available with
an individual transmitter/receiver and handset for
business aircraft through to multiple access systems
on larger passenger aircraft. The rapid development
of broadband communications and satellite systems
has also facilitated access to the Internet via laptop
computers at an individual seat position. The use of
mobile phones is not permitted by many regulatory
authorities due to the potential interference with air-
craft systems; technology is being developed to allow
their use on aircraft.
Audio entertainment systems installed on aircraft
range from a single source, e.g. a digital versatile disc
(DVD) player on private aircraft through to multi-
channel systems with multiple channels on larger air-
craft. Passengers are able to select from a wide range
of music channels, news bulletins, current affairs,
documentaries and comedy channels etc. Audio chan-
nels are played through headphones that plug into
an individual seat position. Video entertainment is
traditionally provided via a large video screen at the

Table 13.1 Typical power requirements for galley equipment on a typical narrow body aircraft

Product QPA* Power supply Rating Protection

Beverage maker 10 200 VAC three-phase 400 Hz 2750 W 7A
Ovens 5 200 VAC three-phase 400 Hz 1000 W 5A
Refrigeration units 5 200 VAC three-phase 400 Hz 1000 W 5A

*
QPA quantity per aircraft
244
front of each cabin zone, together with smaller moni-
tors suspended from the ceiling situated every few
rows. Audio is supplied via the same headphones
used for audio entertainment. In addition to entertain-
ment, these screens are also used to broadcast safety
information to passengers.
Personal video screens (PVS) for every passenger
are becoming the norm, providing passengers with a
selection of audio and visual channels. These screens
are usually located in the seat backs or stowed in the
armrests during take-off and landings. Some airlines
also provide news and current affairs programmes,
which are pre-recorded prior to the ight and made
available to the aircraft before departure. PVS are oper-
ated via an in-ight management system which stores
pre-recorded channels on a central server, and streams
them to the individual seat positions during ight. Some
airlines also provide video games to the individual seat
positions. Audio-video on demand (AVOD) entertain-
ment enables passengers to pause, rewind, fast-forward
or stop a programme. AVOD also allows the passengers
to choose between an assortment of audio-visual pro-
grammes stored in the aircraft computer system.
Passengers can obtain real-time ight information
on a video channel at their seat position or on cabin
video screens via moving-map systems. The typi-
cal display is a an electronic screen, typically using
liquid crystal display (LCD) technology that illus-
trates the aircraft current position and direction of
travel; the system can also display information such
as aircraft altitude, airspeed, distance to destination,
distance from origination and local time. Moving-map
system information is derived from the aircrafts navi-
gation systems. (LCD technology is covered in more
detail in Aircraft Digital Electronic and Computer
Systems, a related book in the series.)
Test your understanding 13.2
What does audio-video on demand (AVOD) enter-
tainment provide for passengers?
13.3.2 Typical product specications
Companies that offer a complete range of IFE prod-
ucts include Flight Display Systems in the USA.
Products include DVD/CD/MP3 players that provide
high-resolution images with high-quality sound; high-
denition (HD) LCD screens from 5 to 42 inches in
Aircraft electrical and electronic systems
size; moving-map systems incorporate an internal
database that interfaces with the aircrafts navigation
system to display:
custom waypoints
takeoff, landing and owner interest sites
standard GPS position coordinates
corporate logo
personalized cabin greeting
expanded city database
regional ight information.
Another popular addition to the range of IFE acces-
sories is the very small high-resolution colour camera
that is typically mounted in the ight compartment
headliner. This provides an NTSC or PAL video
output to the cabin entertainment system, enabling
passengers to see an outside view from the pilots per-
spective on the cabin monitors. Typical Flight Display
Systems products are shown in Fig. 13.3.
13.3.3 IFE system safety and regulation
One major consideration for designing and installing
IFE systems is the systems safety. The primary consid-
eration is the additional wiring required by the systems;
insulation breakdown and arcing are potential sources
of toxic fumes, overheating and re. To address these
potential issues, the IFE system is typically isolated
from the aircrafts main electrical systems; many instal-
lations are tted with a master switch in the ight com-
partment. Electrical equipment must not alter the safety
or functionality of the aircraft as a result of a failure.
IFE systems must be independent from the aircrafts
main power supplies and digital systems. Protection
of the aircraft power supplies and digital data links is
required to mitigate against IFE failures and maintain
the integrity of the aircrafts systems.
13.4 Satellite communications
Some aircraft are tted with intranet-type data com-
munication systems that provide full access to the
Internet and email via satellite. A passenger tele-
phone system is installed on some aircraft to allow
telephone calls from passengers to the ground; these
are used for outgoing calls on passenger aircraft, and
two-way calls on private aircraft. Data communica-
tion is via the Iridium satellite communication sys-
tem and allows passengers to connect to live Internet
Cabin systems
Figure 13.3 IFE products: (a) moving map
display (bulkhead installation), (b) moving
map display (seat position), (c) DVD/CD/MP3
player (courtesy of Flight Display Systems)
245
from the individual IFE units or their laptops. Next-
generation systems IFE systems are being introduced
to incorporate live data/TV reception and on-demand
capabilities.
The Iridium system is a satellite-based, personal
communications network providing global voice and
data features. Iridium is a privately owned company
based in the USA. The satellite communications sys-
tem is illustrated in Fig. 13.4 and comprises three
principal components:
satellite network
ground network (based on gateways)
subscriber products (including phones and data
modems).
The Iridium network allows voice and data messages
to be routed anywhere in the world. The system oper-
ates between user and satellite in the L-band, 1616
1626.5 MHz.Voice and data messages are relayed
from one satellite to another until they reach the satel-
lite above the Iridium handset or terminal; the signal
is then relayed back to a gateway. When an Iridium
customer places a call from a handset or terminal, it
connects to the nearest satellite, and is relayed among
satellites around the globe to whatever satellite is
above the appropriate gateway; this downlinks the
call and transfers it to the global public voice network
or Internet so that it reaches the recipient. Users can
access the network via aircraft earth stations (AES)
or Iridium subscriber units (ISU).
13.4.1 Satellite communication network
The satellite communication network comprises
a constellation of 66 active satellites in a near-polar
orbit at an altitude of 485 miles (780 km). The sat-
ellites y in formation in six orbital planes, evenly
spaced around the planet, each with 11 satellites
equally spaced apart from each other in that orbital
plane. A single satellite orbits the earth once every
100 minutes, travelling at a rate of 16,832 miles
per hour; the time taken from horizon to horizon is
approximately ten minutes. As a satellite moves out
of view, the subscribers call is seamlessly handed
over to the next satellite coming into view.
Key point
The Iridium network allows voice and data mes-
sages to be routed anywhere in the world.
246 Aircraft electrical and electronic systems

Space vehicles (SV)

RF cross link
780 km
K-band
23.1823.38 GHz

Control feeder links

up: 29.129.3 GHz
down: 19.419.6 GHz Service links L-band Service links L-band
16161626.5 MHz 16161626.5 MHz
GW feeder links
up: 29.129.3 GHz
down: 19.419.6 GHz
AES

AES
ISU

Iridium gateway International public User terrestrial Iridium telemetry, 48 Spot beams per SV
(GW) switched telephone gateway tracking and 4700 km total diameter
network (I-PSTN) control (TTAC)

Figure 13.4 Iridium satellite communication system

Since Iridium is a low earth orbit (LEO) satellite Distance above earth
system, voice delays are minimal. Communication Geostationary orbit 35,794 km
systems using geostationary earth orbits (GEOs) have
satellites located 22,300 miles above the equator. As
a result, latency can be quite high, causing the users
GPS satellites 20,200 km
to have to wait for each other to nish. GEOs are
also largely ineffective in more northern or southern
latitudes. The curvature of the earth disrupts message
transmission when attempted at the edge of a GEO
satellites footprint. (Global positioning system (GPS) Low earth orbit 1602,000 km
satellites used for navigation are in 20,200 km orbits.)
A comparison of LEO, GPS and GEO orbits is illus-
trated in Fig. 13.5.
Each Iridium satellite is cross-linked to four other
satellites two satellites in the same orbital plane and Figure 13.5 Comparison of satellite orbits
two in an adjacent plane. These links create a dynamic
network in space calls are routed directly between
satellites without reference to the ground, creating a
highly secure and reliable connection. Cross-links Key point
make the Iridium system particularly impervious to
natural disasters such as hurricanes, tsunamis and Satellite communication systems use a low earth
earthquakes that can damage ground-based wireless orbit to minimize voice delays.
towers.
Cabin systems 247

13.4.2 Iridium ground network

X0
The Iridium ground network comprises the system Y
control segment and telephony gateways used to connect X1
into the terrestrial telephone system. With centralized
management of the Iridium network, the system control
segment supplies global operational support and control
services for the satellite constellation, delivers satellite
Select
tracking data to the gateways, and controls the termina-
tion of Iridium messaging services. The system control (a) Single two way
segment consists of three primary components:
four telemetry tracking and command/control 1X0
(TTAC) stations 1Y
the operational support network 1X1
the satellite network operation centre (SNOC).
Ku-band feeder links and cross-links throughout the
satellite constellation supply the connections among 2X0
the system control segment, the satellites and the 2Y
gateways (ku-band is a section of the electromag- 2X1
netic spectrum in the microwave range of frequencies
between 12 and 18 GHz). Telephony gateways are the
ground-based antennas and electronics that provide
voice and data services, messaging, prepaid and post-
paid billing services, as well as other customer serv- Select
ices. The gateways are responsible for the support and (b) Single two way
management of mobile subscribers and the intercon-
nection of the Iridium network to the terrestrial phone
X0
system. Gateways also provide management functions
X1
for their own network elements and links. Y
X2
X3

13.5 Multiplexing

Increasing the amount of IFE and communication sys-

tem choices to each passenger position has the potential A B
to rapidly increase the amount of wiring on the aircraft;
Select
this would make IFE very costly. One way of reducing
(c) Single four way
the amount of wiring to a seat position is via multi-
plexing; this technology provides a means of selecting Figure 13.6 Multiplexer schematics
data from one of several sources. Equivalent circuits
(depicted as switches for illustration purposes) of some
common types of multiplexer are shown in Fig. 13.6. possible outcomes, or selectable switch positions.
The single two-way multiplexer (Fig. 13.6(a)) (The subject of multiplexing is covered in more detail
is equivalent to a simple single pole double throw in Aircraft Digital Electronic and Computer Systems,
(SPDT) changeover switch. The dual two-way multi- a companion volume.)
plexer (Fig. 13.6(b)) performs the same function but
two independent circuits are controlled from the same Test your understanding 13.3
select signal. A single four-way multiplexer (Fig.
13.6c) requires two digital selector inputs (A and B) What are the advantages of using multiplexing for
to place the switch in its four different states. These IFE?
are coded in a simple truth table format with four
248 Aircraft electrical and electronic systems

These pulses of current produce equivalent pulses

13.6 Fibre optics of light that travel along the core of the bre until they
reach the optical receiver unit. The optical receiver
Another technology adopted for IFE is based on bre
unit consists of a photodiode or phototransistor that
optics. This technology has been widely used as a trans-
passes a relatively large current when illuminated and
mission medium for ground-based data communica-
negligible current when not. The pulses of current at
tions and in local area networks (LAN) for many years
the transmitting end (logic inputs) are thus replicated
and they are now being introduced into passenger air-
at the receiving end (as logic outputs). Cladding is a
craft to satisfy the need for wideband networked avionic
layer of material with a lower refractive index than the
and cabin entertainment systems. Compared with cop-
core, and connes the optical signal inside the core.
per wiring, optical bres have a number of advantages:
reduced weight, compact size
immunity to electromagnet interference (EMI) 13.6.1 Construction
exceptionally wide bandwidth The construction of a typical bre optic cable is shown
signicantly reduced noise and cross-talk in Fig. 13.8; in this example, the cable consists of:
relatively low values of attenuation within the
medium 1. an outer jacket
high reliability coupled with long operational life 2. aramid yarn (strength member)
electrical isolation and freedom from earth/ground 3. separator tape (polyester)
loops. 4. two ller strands
5. ve optical bres.
These advantages mean that optical bres are ideally
suited as a replacement for conventional copper net-
work cabling. The technology is relatively new in the Key maintenance point
civil aircraft industry and introduces new challenges
for those involved with aircraft operation and mainte- Fibre optic cable bends need to have a sufciently large
radius to minimize signal losses and physical damage.
nance. There are a number of disadvantages for opti-
cal bres; these include:
industry resistance to the introduction of new Outer jacket
technology
need for a high degree of precision when tting Aramid yarn
cables and connectors
concerns about the mechanical strength of bres Polyester tape
Cross-sectional view
cable bends need to have a sufciently large radius
to minimize losses and damage. Buffer

The advantages are now outweighing the disadvantages Cladding

and systems based on optical bres are being installed (140 m)
on many aircraft types. A simple one-way (simplex) Core
(50 to 70 m)
bre optic data link is shown in Fig. 13.7. The optical
transmitter consists of an infrared light-emitting diode
(LED) or low-power semiconductor laser diode cou- Filler strands
pled directly to the optical bre. The diode is supplied
with pulses of current from a bus interface. Figure 13.8 (Simplex) bre optic data link

Cladding
Logic Optical Optical Logic
Core
input transmitter receiver output

Optical fibre

Figure 13.7 Fibre optic cable connector

Cabin systems
A protective buffer covers each bre and protects it
during manufacture, increases mechanical strength and
diameter in order to make handling and assembly easier.
The buffers are coded in order to identify the bres using
colours (blue, red, green, yellow and white). The ller
strands are made from polyester and are approximately
0.035 inches in diameter. A polyester separator tape cov-
ers the group of ve bres and two ller strands. This
tape is manufactured from low-friction polyester and it
serves to make the cable more exible. A layer of woven
aramid (or Kevlar) yarn provides added mechanical
strength and protection for the cable assembly. The outer
thermoplastic jacket (usually purple in colour) is tted
to prevent moisture ingress and also to provide insula-
tion. A typical bre optic cable connector arrangement
is shown in Fig. 13.9.
13.6.2 Connectors
Each connector has alignment keys on the plug and
matching alignment grooves on the receptacle. These
are used to accurately align the connector optical com-
ponents; the guide pins in the plug t into cavities in
the receptacle when the plug and receptacle connect. In
order to ensure that the connector is not over-tightened
(which may cause damage to the bres) the pins of
the plug are designed to provide a buffer stop against
the bottom of the cavities in the receptacle. Plugs and
receptacles have ceramic contacts that are designed to
make physical contact when properly connected.
The light signal passes through holes in the end of
the ceramic contacts when they are in direct physical
contact with each other. The coupling nut on the plug
barrel has a yellow band whilst the receptacle barrel
has a red and a yellow band. A correct connection is
made when the red band on the receptacle is at least
50 per cent covered by the coupling nut. This position
indicates an effective connection in which the opti-
cal bres in the plug are aligned end-to-end with the
Red Yellow
Yellow
Coupling ring Thread
(a) (b)
Figure 13.9 Fibre optic cable
249
bre in the receptacle. Three start threads on the plug
and receptacle ensure a straight start when they join.
The recessed receptacle components prevent damage
from the plug if it strikes the receptacle at an angle.
The plug and receptacle are automatically sealed
in order to prevent the ingress of moisture, dust and
other contamination. Colour-coded bands ensure that
the plug and receptacle are fully mated. (The subject
of optical bres is covered in more detail in Aircraft
Digital Electronic and Computer Systems, a compan-
ion volume.)
Key point
The optical bre receiver unit consists of a photodi-
ode or phototransistor that passes a relatively large
current when illuminated and negligible current
when not illuminated.
13.7 Air conditioning
Air conditioning is provided in passenger aircraft for
the comfort of passengers. The cabin on larger aircraft
is divided into passenger compartment locations, or
temperature control zones, see Fig. 13.10. Air condi-
tioning, and the environmental control system (ECS),
normally derive high-pressure air from the compres-
sor stage of each turbine engine. The temperature
and pressure of this bleed air varies, depending upon
rotational speed of the engine. A pressure-regulating
shutoff valve (PRSOV) restricts the ow as necessary
to maintain the desired pressure for the ECS.
13.7.1 Environmental control system
To increase efciency of the ECS, air is normally bled
from two or three positions on the engine. Aircraft
types vary, but the principles of air conditioning sys-
tems comprise ve salient features:
air supply
heating
cooling
temperature control
distribution.
The air conditioning system is based on an air cycle
machine (ACM) cooling device as illustrated in
250
(Typical passenger compartment locations)
Zone 1 Upper
deck
A B C D
Supplemental
heat
Zone 2 Zone 3
Temperature control zones
Figure 13.10 Air conditioning: passenger cabin zones
Fig. 13.11. The air conditioning packs (A/C packs)
are located in varying places on aircraft, including:
between the two wings in the lower fuselage
in the rear fuselage tail section
in the front of the aircraft beneath the ight deck.
Engine bleed air, with temperatures in the order of 150
and 200C and a pressure of between 3035 pounds
per square inch (psi), is directed into a primary heat
exchanger. External ram air (at ambient temperature
and pressure) is the cooling medium for this air-to-
air heat exchanger. The cooled bleed air then enters
the centrifugal compressor of the air cycle machine
(ACM). This compression heats the air (the maximum
air temperature at this point is about 250C) and it
is directed into the secondary heat exchanger, which
again uses ram air as the coolant. Pre-cooling through
the primary heat exchanger increases the efciency of
the ACM by reducing the temperature of the air enter-
ing the compressor; less work is required to compress
a given air mass (the energy required to compress a
gas by a given ratio increases with higher temperature
of the incoming air).
At this stage, the temperature of the heat exchanger
air is higher than the outside air temperature; the tem-
perature is sensed by an RTD and this is displayed on
the air conditioning control panel and/or used as part
of a control system input. The compressed, cooled
air is then directed into the expansion turbine of the
ACM; this extracts work from the air as it expands,
cooling it to between 20C and 30C. (The ACM
can cool the air to less than 0C even when the aircraft
is on the ground in a high ambient temperatures.) The
work extracted by the turbine drives a shaft to turn the
Aircraft electrical and electronic systems
E
Zone 4
ACMs centrifugal compressor, together with a ram air
inlet fan that draws in the external air during ground
running. A motorized bypass valve controls the ratio
of air being directed into the turbine. An electrically
driven ram air fan within the system provides air ow
across the heat exchangers when the aircraft is on
the ground. To assist ram air recovery, some aircraft
use modulating vanes on the ram air exhaust. Power
for the air conditioning pack is obtained by reducing
the pressure of the incoming bleed air relative to the
cooled air output of the system.
Test your understanding 13.4
What type of sensor is used for regulation of cabin
air temperature?
With the air now cooled, its water vapour condenses.
To remove this, the moist air output of the expansion
turbine is passed through a water separator; this uses
centrifugal force to eject the water particles into a coa-
lescing bag that absorbs the moisture. This condensate
is sometimes fed back into the ram air entering the
secondary heat exchanger to improve its performance.
The cool dry air is now combined in a mixing chamber
with a small amount of engine bleed air; the amount
of trimming air mixed with cooled air is modulated to
achieve the desired cabin air temperature before the air
is ready for supply into the cabin. An RTD is installed
to monitor the ACM outlet temperature; airow into
the cabin is monitored by a ow sensor.
The A/C pack outlet air for use in the cabin is
mixed with ltered air from re-circulation fans, and
Cabin systems 251

Conditioned air manifold

Cabin Bleed air Ram air
distribution Heat exchanger Conditioned
cooled air air

Temperature Control
sensor panel

BYPASS VALVE INLET DOOR EXIT DOOR

OL

OL

OL
HE

HE

HE
CO

CO

CO
AT

AT

AT
Mixing
chamber
Trim
air
Ram air
Motorized
valve
M
Water
separator
ACM

Fan

M
ACM outlet temperature
Compressor temperature
Zone requirements
Tilt switches
Auto
pack
Primary Exhaust controller
heat Reset
exchanger
Pack
Trim air
source

Bleed air from engine

Pneumatic duct

Figure 13.11 Air conditioning system

then fed into the mixing manifold. On modern pas-
senger aircraft, the airow into the cabin is approxi-
mately 50% bleed air and 50% ltered air. Control of
the air conditioning system on a Boeing 757 aircraft
is from an overhead control panel, see Fig. 13.12.
Key point
To assist ram air recovery, some aircraft use modu-
lating vanes on the ram air exhaust.
252
Figure 13.12 Air conditioning system control (right/centre of overhead panel)
13.7.2 Ventilation
A re-circulation fan is used to re-circulate ltered
cabin air back into the cabin to reduce bleed air
requirements. Up to 50% of the cabin air can re-
circulated for passenger comfort. The fan will switch
off if either A/C pack is in high ow, giving a net
reduction in the ventilation rate. Optimum cooling
and reduced bleed air demand (hence reduced fuel
consumption) is achieved with a combination of air
re-circulation and automatic operation of the A/C packs.
The ventilation rate is increased on larger aircraft with
additional re-circulation fans for comfort levels.
Some aircraft are installed with a gasper fan; this
is an electric fan designed to increase pressure in the
outlets above passenger seats. The gasper fan is typi-
cally used when there is a:
low supply of air pressure
high cold air demand
high ambient temperature (on the ground on a
hot day).
When the A/C packs are off, the gasper fan draws
cabin air into the distribution ducts, into the main air
manifold and mixing chamber where it is then blown
(albeit not chilled) into the cabin.
Aircraft electrical and electronic systems
13.7.3 Equipment cooling
Although not part of the cabin system for the comfort
of passengers, some aircraft are installed with equip-
ment cooling that takes air from the cabin system.
Equipment cooling can be used for:
ight compartment panels
display units
circuit breaker panels
electrical and electronic (E & E) bay.
Replacing the warm air generated by equipment with
cool air from the cabin is achieved with dedicated
electric fans. On the ground, the air is directed over-
board through the ow control or exhaust valves.
During ight, the warm air generated by equipment
is sometimes used for heating the cargo holds by
exhausting air around their walls.
13.8 Pressurization
In addition to temperature control, aircraft ying at
high altitudes need to be pressurized since the amount
of oxygen in the atmosphere decreases with altitude.
The effects of insufcient oxygen on people can begin
Cabin systems 253

Altitude (feet)
Aircraft profile
40,000 feet

Cabin differential
pressure

in
m
ft/
00
20
65007000 feet

t /min Cabin altitude profile

00 f
27

Time

Figure 13.13 Cabin pressurization/altitude chart

Cabin Warning
pressure light

Cabin pressure
warning horn

Cabin
ALT Horn
cancel
V/S ALT DIFF Pressure
relief
Static
Cabin pressure
warning panel
Pressure
relief
valves
Open at
9.259.70 psi
differential pressure

Figure 13.14 Cabin pressurization warning

as low as 1500 m (5000 ft) above sea level, although
most passengers can tolerate altitudes of 2500 m
(8000 ft) without ill effect. At this altitude, there is
approximately 25% less oxygen compared to sea
level. Flight operations above 3000 m (10,000 ft) gen-
erally require supplemental oxygen; this is achieved
through pressurization on passenger aircraft.
The relationship between cabin pressure and
atmospheric pressure is illustrated in Fig. 13.13.
Cabin pressure is controlled automatically; this is
managed by the crew via a control panel as illus-
trated in Fig. 13.12. Pressurization is monitored and
warnings provided in the event of a malfunction. Fig.
13.14 illustrates a typical warning system schematic;
this illuminates a warning light on the master caution
panel and sounds a horn in the event of reduced cabin
altitude.
Engine bleed air is supplied into the cabin and then
allowed to pass out of the fuselage via outow valves
(OFV). Most aircraft have a single OFV located near
the bottom aft end of the fuselage; some larger air-
craft have two. By modulating the position of the out-
ow valve(s), the pressurization in the cabin can be
maintained higher than atmospheric pressure. Modern
254
commercial aircraft have a dual channel electronic
controller for maintaining pressurization, with a man-
ual back-up system. These systems maintain cabin air
pressure at the equivalent to 2500 m (8000 ft) at high
cruising altitudes.
A positive pressure relief valve opens in the event
of excessive pressure in the cabin; this protects the
aircraft structure from excessive loading. The maxi-
mum pressure differential between the cabin and
atmospheric pressure is between 7.5 and 8 psi. This
is the equivalent of approximately 10,000 feet; if the
cabin were maintained at sea level pressure and then
operated at cruise altitude, the differential would be
the structural life of the aircraft would be reduced.
Key point
Bleeding air from the engine comes at the expense
of overall aircraft efciency. Some aircraft such as
the Boeing 787 are now using electrically driven
compressors to provide pressurization.
A pressurization failure above 10,000 ft results
in an emergency situation; the cabin pressure might
be 10 psi, while the atmospheric pressure is only
2 psi. The pilot must make an emergency descent
and activate oxygen masks for everyone aboard. In
most passenger aircraft, oxygen masks are automati-
cally deployed if the cabin pressure drops below an
equivalent cabin altitude of 14,000 feet. Gradual
decompression is dangerous to all on board since it
may not be detected. Rapid decompression causes the
lungs to decompress faster than the cabin. Explosive
decompression is when cabin pressure reduces faster
than the lungs can decompress (less than 0.5 sec-
onds). Rapid decompression of commercial aircraft
is extremely rare, but the results are life-threatening.
Furthermore, the air temperature will rapidly fall due
to the expansion of the cabin air, potentially resulting
in frostbite.
Key point
Aircraft cabin pressure is commonly referred to as a
cabin altitude, typically 8000 feet or less, therefore
a lower cabin altitude relates to a higher pressure.
Aircraft electrical and electronic systems
Key point
The cargo compartment is normally pressurized to
the same level as the cabin; the temperature in this
compartment may be controllable depending on the
nature of cargo being carried.
13.9 Airstairs
These are located in either forward or aft cabin locations,
and can be raised or lowered while the aircraft is on the
ground. Airstairs allow passengers, ight crew and
ground personnel to board or depart the aircraft without
the need for a mobile staircase or access to a terminal.
On forward door positions, the stair folds and
stows directly into the oor, beneath the door. This
type of airstair is found on many short-range aircraft
to provide operational exibility, although the stairs
are quite heavy; many airlines remove this system to
reduce aircraft weight. Ventral airstairs are tted on
most tail-engined airliners, and are incorporated as
ramps which lower from the rear fuselage.
They can be operated from either internal or exter-
nal control panels; both panels typically have normal
and standby systems. Normal operation requires both
AC and DC power, standby only requires DC power.
External standby system power typically comes directly
from the battery bus and so does not require the battery
switch to be on. Airstairs should not be operated more
than is necessary to prevent the motors from overload-
ing; their typical duty cycle is three consecutive cycles
of normal system operation within a 20 minute period.
13.10 Multiple choice questions
1. Multiplexing is a technique used for:
(a) increasing the amount of IFE wiring to a seat
position
(b) reducing the amount of IFE wiring to a seat
position
(c) increased immunity to electromagnet
interference (EMI).
2. Fibre optic cable bends need to have a sufciently
large radius to:
(a) minimize losses and damage
(b) maximize immunity to electromagnet
interference (EMI)
Cabin systems 255

(c) accurately align the connector optical 9. Supplemental oxygen is generally required ight
components. operations above:
(a) 3000 ft
3. ACM outlet temperature is measured using:
(b) 10,000 ft
(a) a Bourdon tube
(c) sea level.
(b) an RTD
(c) a thermocouple. 10. The optical bre receiver unit consists of a
4. The Iridium network allows voice and data photodiode or phototransistor that passes a:
messages to be routed: (a) relatively large current when illuminated
(a) anywhere in the world and negligible current when not
(b) between the ight crew and cabin crew illuminated
(c) via a bre optic network. (b) relatively small current when illuminated and
high current when not illuminated
5. The passenger address (PA) system is primarily a (c) relatively small current when illuminated and
safety system that provides passengers with: low current when not illuminated.
(a) in-ight entertainment
(b) reduced amount of IFE wiring to a seat 11. The gasper fan is used in cabin ventilation
position systems to:
(c) voice announcements and chime signals. (a) increase air pressure in the air outlets
6. To assist ram air recovery, some aircraft use: (b) re-circulate ltered cabin air
(a) modulating vanes on the ram air exhaust (c) assist with ram air recovery.
(b) modulating vanes on the ram air inlet
(c) modulating vanes on the ACM outlet. 12. Cabin altitude is typically
(a) cruising altitude
7. Satellite communication systems use a low earth (b) sea level
orbit to: (c) between 67000 feet.
(a) provide greater coverage
(b) maintain a geostationary position 13. The cargo compartment is normally pressorized
(c) minimize voice delays. to be:
(a) equal to cabin pressure
8. Audio-video on demand (AVOD) entertainment (b) above cabin pressure
enables passengers to: (c) below cabin pressure.
(a) pause, rewind, fast-forward or stop a
programme 14. Referring to Fig. 13.15, cladding is used in bre
(b) make phone calls via satellite optic cables to:
communication (a) protect the bre
(c) ignore PA system voice announcements and (b) prevent moisture ingress
chime signals. (c) guide the light signal.

Cladding
Logic Optical Optical Logic
Core
input transmitter receiver output

Optical fibre

Figure 13.15 See Question 14

15. Referring to Fig. 13.16, the iridium system

transfers messages around the world: 16. The iridium system satellite orbits are:
(a) directly between satellites (a) random
(b) via gateways on the earths surface (b) equatorial
(c) directly between users. (c) polar.
256 Aircraft electrical and electronic systems

Space vehicles (SV)

RF cross link
780 km
K-band
23.1823.38 GHz

Control feeder links

up: 29.129.3 GHz
down: 19.419.6 GHz Service links L-band Service links L-band
16161626.5 MHz 16161626.5 MHz
GW feeder links
up: 29.129.3 GHz
down: 19.419.6 GHz
AES

AES
ISU

Iridium gateway International public User terrestrial Iridium telemetry, 48 Spot beams per SV
(GW) switched telephone gateway tracking and 4700 km total diameter
network (I-PSTN) control (TTAC)

Figure 13.16 See Question 15